JPS5917736Y2 - Automobile steering linkage - Google Patents

Description

[Detailed Description of the Invention] This invention relates to a steering link mechanism for an automobile.

In general, in automobile steering systems, as the steering angle of the steering bundle increases, the steering angle of the wheels decreases, thereby improving maneuverability when driving straight, and reducing the bundle steering force when the steering angle of the wheels is large. things are being done.

Conventionally, as shown in FIG. 1, as shown in FIG. 1, a pitman arm 2 is swung by the rotation of a steering shaft 1, and a center link 3 is swung left and right in conjunction with the pitman arm 2, and a tie rod 4 A steering device for an independent suspension vehicle is used, which rotates a knuckle arm 6 connected to a wheel 5 through a steering wheel. The gear train of the worm gear 8 and the center gear 9 of the gear mechanism 7 is formed in an unequal arrangement, and the meshing of the center gear 9 with respect to the rotation of the worm gear 8 is changed.

The center link 3 has one end pivotally connected to the pitman arm 2 and the other end pivotably connected to the vehicle body frame 10 via an idler arm 11.

However, as mentioned above, when the steering gear has a barrier pull gear ratio mechanism, it is difficult to shape the gear.
There are problems in that the equipment, man-hours, time, etc. are significantly increased, resulting in high costs, and the structure of the steering gear is complicated.

This idea was made in view of the above problem, and the center link and pitman arm are connected by an assist link, and this link mechanism itself has the function of the conventional barrier pull gear ratio mechanism of the steering gear described above. Another object of the present invention is to provide a steering link mechanism for an automobile, characterized in that the steering angle of the wheels decreases as the steering angle of the bundle increases.

This invention will be explained in detail below with reference to an embodiment shown in FIG.

Note that the same members as those shown in FIG. 1 are designated by the same reference numerals.

In FIG. 2, the center link 3, in which the tie rod 4 connected to the left and right wheels via a knack arm is swingably pivoted on both the left and right sides, has both left and right ends protruding from the lower surface of the left and right vehicle body frames 13. It is installed on the support bracket 14 via a sliding bearing 15 so as to be slidable only in the lateral direction (left and right direction) of the vehicle body.

Bellows-shaped seal rubbers 16 are attached to both left and right sides of each of the support brackets 14 to seal the sliding bearings.

The assist link 17 is located in the center of the center link 3 above.
one end of which is swingably connected via a support shaft 18,
The other end of the assist link 17 is swingably connected to one end of the pitchman arm 2 via a support shaft 19.

The pitman arm 2 swings in the direction of the arrow about a fulcrum A in the figure through engagement of the worm gear 8 and center gear 9 of the steering gear mechanism 7 in accordance with the rotation of the steering shaft 1 rotated by the steering handle. The swing of the pitman arm 2 causes the center link 3 to slide in the left and right directions via the assist link 17.

The worm gear 8 and center gear 9 of the steering gear mechanism 7 are arranged in an even arrangement rather than in an unequal arrangement as in the conventional example.

The relationship between the steering angle of the steering wheel and the movement of the wheels in the above-mentioned steering device will be explained with reference to FIGS. 3 to 5.

3 to 5 above are lines showing the positional relationship between the connection point C between the center link 3 and the assist link 17, the connection point B between the assist link 17 and the pitchman arm 2, and the swing center point A of the pitman arm 2. Fig. 3 shows the state when going straight, Fig. 4 shows the state when the steering is done by an angle α1 to the left from the state of going straight, and Fig. 5 shows the state where the steering angle to the left is the same as the above angle α1 so that the maximum steering angle is achieved. This shows a state in which the vehicle is steered by an angle α2.

As is clear from the above drawing, the connecting point B of the pitman arm 2, which swings around point A, with the assist link 17 draws a trajectory shown by the chain line in the figure, and assists in conjunction with the movement of the connecting point B. The connection point C between the link 17 and the cester link 3 moves left and right, and the amount of movement is large near the straight-ahead state, and becomes small near the maximum steering angle.

That is, as shown in FIG. 4, the steering is performed to the left from the straight-ahead position by an angle α1, and point B becomes point B.

When moving from point B1, point C moves from Co to 01, and center link 3 moves by a distance of 1.

On the other hand, as shown in FIG.
To point B When steering from point B2 with the same steering angle α2 as the steering angle α1, point C moves from point 02 to point C3, the center link 3 moves by a distance of 12, and the amount of movement 12 is 1□
<1.

As described above, according to this invention, the center link and the pitman arm are connected by the assist link, and the amount of movement of the center link can be reduced in accordance with the increase in the steering angle of the pitman arm by the link mechanism, so that the handlebar As the steering angle increases, the turning angle of the wheels can be decreased.

Therefore, the operability when traveling straight is improved, and even when the turning angle of the wheels is large, the vehicle can be operated with a small operating force.

Further, the conventional barrier pull gear ratio function of the steering gear can be obtained by a simple link mechanism in which an assist link is interposed between the pitman arm and the center link.

In addition, the steering gear mechanism can be simplified, the gear box can be made lighter and more compact, and the manufacturing cost of the entire steering device can be significantly reduced.

[Brief explanation of the drawing]

Fig. 1 is a drawing showing a conventional steering device, Fig. 2 is a partially sectional drawing showing an embodiment of this invention, and Figs. 3, 4, and 5 are lines showing the operation of this invention. It is a diagram.

Claims (1)

[Scope of Claim for Utility Model Registration] A pitman arm that swings with the rotation of the steering shaft, is attached to the vehicle body frame so that it can move only in the lateral direction of the vehicle, and a tie rod that is connected to the wheels via a knuckle arm swings to both the left and right sides. a center link that is freely pivotable; and an assist link that has one end rotatably pivoted to the pitman arm and the other end rotatably pivoted to the center link; A steering non-blink mechanism for an automobile, characterized in that the swinging motion of the center link is converted into the left-right sliding motion of the center link.